DOCSLIB.ORG

Cost - Benefit Analysis of the German High Speed Rail Network

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Cost - Benefit Analysis of the German High Speed Rail Network Undergraduate Economic Review Volume 12 Issue 1 Article 4 2015 Cost - Benefit Analysis of the German High Speed Rail Network Martin Dorciak Lewis & Clark College, [email protected] Follow this and additional works at: https://digitalcommons.iwu.edu/uer Part of the Regional Economics Commons Recommended Citation Dorciak, Martin (2015) "Cost - Benefit Analysis of the German High Speed Rail Network," Undergraduate Economic Review: Vol. 12 : Iss. 1 , Article 4. Available at: https://digitalcommons.iwu.edu/uer/vol12/iss1/4 This Article is protected by copyright and/or related rights. It has been brought to you by Digital Commons @ IWU with permission from the rights-holder(s). You are free to use this material in any way that is permitted by the copyright and related rights legislation that applies to your use. For other uses you need to obtain permission from the rights-holder(s) directly, unless additional rights are indicated by a Creative Commons license in the record and/ or on the work itself. This material has been accepted for inclusion by faculty at Illinois Wesleyan University. For more information, please contact [email protected]. ©Copyright is owned by the author of this document. Cost - Benefit Analysis of the German High Speed Rail Network Abstract This study undertakes a cost-benefit analysis of the German ailwar y market looking specifically at the effects of high-speed rail development on railway passenger subsidies. Using OLS regression analysis, I estimate a demand curve for the German railway network at the route level; this is combined with cost curve estimates to yield a required subsidy for rail development assuming a natural monopoly market structure. I find that an increase in demand as a result of the introduction of high-speed rail technology causes a 23.9% decrease in required rail subsidies. Keywords Consumer Surplus, Cost Benefit, Cost Effective, Elasticity of Demand, Railways, Regional Transportation, Transportation This article is available in Undergraduate Economic Review: https://digitalcommons.iwu.edu/uer/vol12/iss1/4 Dorciak: German High Speed Rail 1 Introduction Medium distance travel offers the widest array of choices for travellers in terms of modes of transport. Within the past 30 years, the advent of high-speed rail technology has once again enabled rail to be a player in medium distance travel of 200 to 500 miles, enabling railways to compete with the currently more appealing modes of cars and planes by reducing the costs and travel time associated with rail travel. The current developments in railway transport have allowed rail to increase its modal share relative to the other two modes, where modal share is the percentage of passengers that utilize one mode relative to all available options. The main motivation of this study is to estimate the impact of high-speed rail (henceforth referred to as HSR) technology on the demand for rail transport and compare this with the costs of implementing HSR. Then I comment on the viability of HSR as an alternative option to air and vehicular travel. I will look specifically at the case of Germany and comment on the effectiveness of the German HSR experience in terms of costs and benefits. The roots of HSR analysis come from transport economics and valuations of travel time and fare prices and how they affect consumer demand. Given a choice of modes on a given route, consumers choose the mode that minimizes the total trip cost, which equals the sum of the fare, the cost of preliminary transit (transit to a station/airport), wait times, and the cost of the actual travel time itself. In the specific valuation of transportation demand, the primary method is that of an aggregate transportation model, where "the demand for a given [mode in] the travel market is explained as a function of Published by Digital Commons @ IWU, 2015 1 Undergraduate Economic Review, Vol. 12 [2015], Iss. 1, Art. 4 variables that describe the product or its consumers" (Small, 1992: 6). This derivation of transport demand can be focused even further as in Domencich and Krafts (1970) approach of direct demand modeling, where the dataset to be analyzed is comprised of pairs of locations forming various routes in a city or region from which travel statistics such as ridership figures, fare prices, and regional statistics are regressed to determine an explicit demand curve for the specified region. I will employ this particular method to estimate demand, focusing on a route level analysis of the German railway network while also differentiating between routes that have HSR service and routes that do not. On the supply side, looking at costs and market structures further reveal key motivations for this study. The predominant market structure for railroad systems is that of a natural monopoly, where large economies of scale and prohibitively high startup costs limit the number of firms to one. Even then however, the suppliers of rail service typically require subsidization to prevent travel costs from being prohibitively high for the consumer. Mohring (1972) provides a theoretical framework for optimal subsidization levels in public transport and posits that if the average riders opportunity cost of travel time is below the marginal cost of operating a transport system, then to make marginal cost pricing viable transport providers would have to subsidize fares to a level that equals the opportunity cost of the passengers time. This can also be intuited in the case of the monopolistic railway networks. But rather than subsidizing a consumers time, production costs must be subsidized to make monopoly pricing viable. This issue is certainly relevant to current political debates, with developments https://digitalcommons.iwu.edu/uer/vol12/iss1/4 2 Dorciak: German High Speed Rail proposed in California and Texas funded by an 8 billion dollar allotment from the 2009 American Recovery and Reinvestment Act (Peterman, 2009). Currently, several Central and Western European countries have developed HSR networks with varying degrees of coverage that offer travellers overall travel times which are shorter than flying or driving at comparable or lower prices for medium distances of 100 to 500 miles with almost exclusive provision of services through state owned monopolies who in turn subsidize construction costs and fares with government money. This is indicative of the motivations behind my analysis, as it is in the interest of national governments to pursue HSR development policies; I aim to comment on the viability of these developments. The core of my analysis will focus on the derivation of the demand and cost curves through a regression analysis of German rail statistics, specifically focusing on observations of city pairs where the quantity of rail transport demanded is represented by the route ridership and price is represented by the total cost to passengers on the given route. Additional variables include a dummy variable indicating the presence of HSR on a given route to differentiate between base level rail demand and high speed rail demand, average population density of the departure and arrival destinations, average GDP per capita of departure and arrival destinations, and travel times and fare prices of the primary competitor in that of air travel. The analysis combines this market demand curve (equal to marginal benefit) with costs incurred by the monopolist firm to determine the socially optimal level of HSR utilization for the German market and comment on discrepancies between optimal and actual levels of ridership and commensurate subsidy Published by Digital Commons @ IWU, 2015 3 Undergraduate Economic Review, Vol. 12 [2015], Iss. 1, Art. 4 levels. The paper will proceed as follows. Section 2 reviews the literature in the field looking at general theories of transportation economics as they pertain to institutionally provided transport and subsidization of said transport, and specific applications of HSR analyses estimating costs, demand, and societal benefits. Section 3 presents the economic framework typical to the state monopolist market present in Germany and equates curves in the ideal model with their function in my analysis. Section 4 presents the data and regression analysis to derive the demand curve and the specification of cost curves and section 5 represents these graphically and determines the optimal level of utilization and compares this with observed levels. 2 Literature Review Mohring (1972) develops a model that illustrates the role of subsidization in public transport systems and then applies his model to travel statistics for city busses in the Minneapolis St. Paul area. Mohring provides a general base for analysis of transport subsidization, and additionally provides specification of several key cost variables. First, Mohring notes how transport pricing deviates from traditional price theory models, where travellers also provide an input into the final cost calculations in that of their travel time. This makes the total cost to consumers of utilizing transport the fare that is charged in addition to the opportunity cost of the journey for the consumer. The model presented by Mohring is presented below on the folowing page in Figure 1. https://digitalcommons.iwu.edu/uer/vol12/iss1/4 4 Dorciak: German High Speed Rail Figure 1: Bus Transport Subsidies The commodity detailed in the graph is bus rides; as such, cost is represented as dollars per bus ride and quantity as bus rides per week, with curves representing short run and long run marginal costs, long run average costs, and average variable costs. Mohring assumes this form without alteration [describes] bus operations that are subject to increasing returns and can be applied practically to metropolitan transit systems (Mohring, 592, 1972). Additionally, a demand curve is implied as intersecting marginal costs at point C. This model reconciles both the inputs of the consumer in that of travel time and the producer in that of the bus system and widgets are transformed into journeys.
Load more

Recommended publications
  • Pioneering the Application of High Speed Rail Express Trainsets in the United States
    Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 136763_Cover.indd 1 3/22/13 7:38 AM 136763_Cover.indd 1 3/22/13 7:38 AM Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 First Printing 2013 Copyright © 2013, Parsons Brinckerhoff Group Inc. All rights reserved. No part of this work may be reproduced or used in any form or by any means—graphic, electronic, mechanical (including photocopying), recording, taping, or information or retrieval systems—without permission of the pub- lisher. Published by: Parsons Brinckerhoff Group Inc. One Penn Plaza New York, New York 10119 Graphics Database: V212 CONTENTS FOREWORD XV PREFACE XVII PART 1: INTRODUCTION 1 CHAPTER 1 INTRODUCTION TO THE RESEARCH 3 1.1 Unprecedented Support for High Speed Rail in the U.S. ....................3 1.2 Pioneering the Application of High Speed Rail Express Trainsets in the U.S. .....4 1.3 Research Objectives . 6 1.4 William Barclay Parsons Fellowship Participants ...........................6 1.5 Host Manufacturers and Operators......................................7 1.6 A Snapshot in Time .................................................10 CHAPTER 2 HOST MANUFACTURERS AND OPERATORS, THEIR PRODUCTS AND SERVICES 11 2.1 Overview . 11 2.2 Introduction to Host HSR Manufacturers . 11 2.3 Introduction to Host HSR Operators and Regulatory Agencies .
    [Show full text]
  • Numerical Investigation on the Aerodynamic Characteristics of High-Speed Train Under Turbulent Crosswind
    J. Mod. Transport. (2014) 22(4):225–234 DOI 10.1007/s40534-014-0058-7 Numerical investigation on the aerodynamic characteristics of high-speed train under turbulent crosswind Mulugeta Biadgo Asress • Jelena Svorcan Received: 4 March 2014 / Revised: 12 July 2014 / Accepted: 15 July 2014 / Published online: 12 August 2014 Ó The Author(s) 2014. This article is published with open access at Springerlink.com Abstract Increasing velocity combined with decreasing model were in good agreement with the wind tunnel data. mass of modern high-speed trains poses a question about Both the side force coefficient and rolling moment coeffi- the influence of strong crosswinds on its aerodynamics. cients increase steadily with yaw angle till about 50° before Strong crosswinds may affect the running stability of high- starting to exhibit an asymptotic behavior. Contours of speed trains via the amplified aerodynamic forces and velocity magnitude were also computed at different cross- moments. In this study, a simulation of turbulent crosswind sections of the train along its length for different yaw flows over the leading and end cars of ICE-2 high-speed angles. The result showed that magnitude of rotating vortex train was performed at different yaw angles in static and in the lee ward side increased with increasing yaw angle, moving ground case scenarios. Since the train aerodynamic which leads to the creation of a low-pressure region in the problems are closely associated with the flows occurring lee ward side of the train causing high side force and roll around train, the flow around the train was considered as moment.
    [Show full text]
  • German Rail Pass Holders Are Not Granted (“Uniform Rules Concerning the Contract Access to DB Lounges
    7 McArthurGlen Designer Outlets The German Rail Pass German Rail Pass Bonuses German Rail Pass holders are entitled to a free Fashion Pass- port (10 % discount on selected brands) plus a complimentary Are you planning a trip to Germany? Are you longing to feel the Transportation: coffee specialty in the following Designer Outlets: Hamburg atmosphere of the vibrant German cities like Berlin, Munich, 1 Köln-Düsseldorf Rheinschiffahrt AG (Neumünster), Berlin (Wustermark), Salzburg/Austria, Dresden, Cologne or Hamburg or to enjoy a walk through the (KD Rhine Line) (www.k-d.de) Roermond/Netherlands, Venice (Noventa di Piave)/Italy medieval streets of Heidelberg or Rothenburg/Tauber? Do you German Rail Pass holders are granted prefer sunbathing on the beaches of the Baltic Sea or downhill 20 % reduction on boats of the 8 Designer Outlets Wolfsburg skiing in the Bavarian Alps? Do you dream of splendid castles Köln-Düsseldorfer Rheinschiffahrt AG: German Rail Pass holders will get special Designer Coupons like Neuschwanstein or Sanssouci or are you headed on a on the river Rhine between of 10% discount for 3 shops. business trip to Frankfurt, Stuttgart and Düsseldorf? Cologne and Mainz Here is our solution for all your travel plans: A German Rail on the river Moselle between City Experiences: Pass will take you comfortably and flexibly to almost any German Koblenz and Cochem Historic Highlights of Germany* destination on our rail network. Whether day or night, our trains A free CityCard or WelcomeCard in the following cities: are on time and fast – see for yourself on one of our Intercity- 2 Lake Constance Augsburg, Erfurt, Freiburg, Koblenz, Mainz, Münster, Express trains, the famous ICE high-speed services.
    [Show full text]
  • Fact Sheet: Velaro D – New ICE 3 (Series 407)
    Fact sheet: Velaro D – New ICE 3 (Series 407) Velaro D profile . The Velaro D is the fourth generation of high-speed trains that Siemens has developed on the basis of the Velaro platform. Deutsche Bahn AG (DB) classifies the train as the new Series 407 ICE 3 (predecessors: Series 403 and Series 406 ICE 3). While the Series 403 and 406 ICE 3 were built by a consortium with Bombardier, the Velaro D was fully developed by Siemens. For the first time, the manufacturer is in charge of the official approval process for the trains. In December 2013, Germany’s Federal Railway Authority (EBA) approved the trains’ operation – also in multiple-unit or so-called double-traction mode – on the Deutsche Bahn rail network. Passenger operation started on December 21, 2013. Authorization for operation with uncoupled trains in France was obtained on April 1st, 2015. Open access was permitted on April 14, 2015. Since June 2015 the trains have been travelling to Paris in regular passenger operation. In addition to Germany and France, the Velaro D is also intended for cross-border operation in Belgium. The approval process in this country is still in progress. Technical data of the Velaro D (per train) Maximum operating speed 320 kilometers per hour (alternating current) Length 200 meters Number of cars per train 8 Seating (excl. 16 bistro seats) 444 / 111 / 333 (total / 1st class / 2nd class) Curb weight 454 tons Operating temperature range -25 °C to +45 °C Traction power 8,000 kilowatts (11,000 hp) Velaro platform . Since 2007, trains based on the Velaro platform have operated with high reliability for more than one billion kilometers in China, Russia, Spain and Turkey – equal to roughly 25,000 times around the globe.
    [Show full text]
  • Case Study: Deutsche Bahn AG 2
    Case Study : Deutsche Bahn AG Deutsche Bahn on the Fast Track to Fight Co rruption Case Study: Deutsche Bahn AG 2 Authors: Katja Geißler, Hertie School of Governance Florin Nita, Hertie School of Governance This case study was written at the Hertie School of Governanc e for students of public po licy Case Study: Deutsche Bahn AG 3 Case Study: Deutsche Bahn AG Deutsche Bahn on the Fast Track to Fight Corru ption Kontakt: Anna Peters Projektmanager Gesellschaftliche Verantwortung von Unternehmen/Corporate Soc ial Responsibility Bertelsmann Stiftung Telefon 05241 81 -81 401 Fax 05241 81 -681 246 E-Mail anna .peters @bertelsmann.de Case Study: Deutsche Bahn AG 4 Inhalt Ex ecu tive Summary ................................ ................................ ................................ .... 5 Deutsche Bahn AG and its Corporate History ................................ ............................... 6 A New Manager in DB ................................ ................................ ................................ .. 7 DB’s Successful Take Off ................................ ................................ ............................. 8 How the Corruption Scandal Came all About ................................ ................................ 9 Role of Civil Society: Transparency International ................................ ........................ 11 Cooperation between Transparency International and Deutsche Bahn AG .................. 12 What is Corruption? ................................ ................................ ...............................
    [Show full text]
  • Global Competitiveness in the Rail and Transit Industry
    Global Competitiveness in the Rail and Transit Industry Michael Renner and Gary Gardner Global Competitiveness in the Rail and Transit Industry Michael Renner and Gary Gardner September 2010 2 GLOBAL COMPETITIVENESS IN THE RAIL AND TRANSIT INDUSTRY © 2010 Worldwatch Institute, Washington, D.C. Printed on paper that is 50 percent recycled, 30 percent post-consumer waste, process chlorine free. The views expressed are those of the authors and do not necessarily represent those of the Worldwatch Institute; of its directors, officers, or staff; or of its funding organizations. Editor: Lisa Mastny Designer: Lyle Rosbotham Table of Contents 3 Table of Contents Summary . 7 U.S. Rail and Transit in Context . 9 The Global Rail Market . 11 Selected National Experiences: Europe and East Asia . 16 Implications for the United States . 27 Endnotes . 30 Figures and Tables Figure 1. National Investment in Rail Infrastructure, Selected Countries, 2008 . 11 Figure 2. Leading Global Rail Equipment Manufacturers, Share of World Market, 2001 . 15 Figure 3. Leading Global Rail Equipment Manufacturers, by Sales, 2009 . 15 Table 1. Global Passenger and Freight Rail Market, by Region and Major Industry Segment, 2005–2007 Average . 12 Table 2. Annual Rolling Stock Markets by Region, Current and Projections to 2016 . 13 Table 3. Profiles of Major Rail Vehicle Manufacturers . 14 Table 4. Employment at Leading Rail Vehicle Manufacturing Companies . 15 Table 5. Estimate of Needed European Urban Rail Investments over a 20-Year Period . 17 Table 6. German Rail Manufacturing Industry Sales, 2006–2009 . 18 Table 7. Germany’s Annual Investments in Urban Mass Transit, 2009 . 19 Table 8.
    [Show full text]
  • Keeping Controlling on Track with Professional Planner Dynamic
    Dynamic controlling in the public transport sector Company Sector Arriva Public transport Company size Products Approx. 4.000 employees prevero professional planner Keeping controlling on track with professional planner Arriva Nederland is part of Arriva Group, a subsidiary of In this project, the following requirements could be met: Deutsche Bahn (German Railways). Arriva is a leader in Consolidated budgeting and forecasting of result, public transportation, operating in 15 European countries. cash flow and balance sheet Reporting per entity and business unit Arriva has around 4.000 employees and operates trains Reporting for both Arriva Group and Deutsche Bahn and buses in 8 out of 11 provinces in the Netherlands. KPIs including non-financial data The company transports approximately 60.000 travellers Tender calculations based on quantitative data every day. In addition to train and bus transport, Arriva Automatic import of actual data operates the “Waterbus”, in cooperation with Koninklijke Exporting data to the centralized consolidation software Doeksen in the province of Zuid-Holland, and a touring coach business. There are 16 controllers involved in the budgeting and reporting process. They import actuals and complement Arriva started using professional planner to facilitate integ- them with additional data. After analyzing the data for rated balance sheet and cash flow forecasting. Prior to that, each company and business unit with the help of an actual- spreadsheets were used for budgeting and forecasting. budget comparison, the forecast is updated. Subsequently, The complexity was enormous and data gathering was the group controller generates reports for Arriva Group and time-consuming. Moreover, there was a high risk of error.
    [Show full text]
  • Competitive Tendering of Rail Services EUROPEAN CONFERENCE of MINISTERS of TRANSPORT (ECMT)
    Competitive EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT Tendering of Rail Competitive tendering Services provides a way to introduce Competitive competition to railways whilst preserving an integrated network of services. It has been used for freight Tendering railways in some countries but is particularly attractive for passenger networks when subsidised services make competition of Rail between trains serving the same routes difficult or impossible to organise. Services Governments promote competition in railways to Competitive Tendering reduce costs, not least to the tax payer, and to improve levels of service to customers. Concessions are also designed to bring much needed private capital into the rail industry. The success of competitive tendering in achieving these outcomes depends critically on the way risks are assigned between the government and private train operators. It also depends on the transparency and durability of the regulatory framework established to protect both the public interest and the interests of concession holders, and on the incentives created by franchise agreements. This report examines experience to date from around the world in competitively tendering rail services. It seeks to draw lessons for effective design of concessions and regulation from both of the successful and less successful cases examined. The work RailServices is based on detailed examinations by leading experts of the experience of passenger rail concessions in the United Kingdom, Australia, Germany, Sweden and the Netherlands. It also
    [Show full text]
  • Ricardo Supports Siemens Mobility on New ICE Trains for Deutsche Bahn
    Ricardo plc Shoreham Technical Centre, Old Shoreham Road, Shoreham-by-Sea, West Sussex, BN43 5FG, UK Tel: +44 (0)1273 455 611 • Fax: +44 (0)1273 794 556 • Web: www.ricardo.com • Registered in England: 222915 PRESS RELEASE 14 September 2020 Ricardo supports Siemens Mobility on new ICE trains for Deutsche Bahn Siemens Mobility has nominated Ricardo Certification in the role of Notified Body for its project to supply 30 new high speed intercity express (ICE) trains for German national railway operator Deutsche Bahn The new trainsets, based on the Velaro MS design and due to be delivered into service starting in 2022, are part of a one billion Euro investment by Deutsche Bahn (DB) to expand its mainline fleet. Ricardo Certification is accredited by the EU Agency for Railways as a Notified Body (NoBo). In this role, the company is accredited to provide conformity assessments of trains and subsystems against the relevant requirements of the European Interoperability Directives 2008/57/EC and 2016/797/EC. Specifically, Ricardo Certification will verify the new ICE trains in terms of compliance with the current European Technical Specifications for Interoperability (TSI) regulations, including the quality management system of the production process. Preparing DB for the future The new ICE trains will initially run on routes between the state of North Rhine- Westphalia and Munich via the high-speed Cologne-Rhine-Main line, increasing DB’s daily passenger capacity on these mainline routes by 13,000 seats. DB is investing in a strong future proof rail system and plans to expand its fleet by over 20 percent in the coming years.
    [Show full text]
  • Incorporating High Speed Passenger Rail Into a Multimodal Network Model for Improved Regional Transportation Planning
    MN WI MI OH IL IN USDOT Region V Regional University Transportation Center Final Report NEXTRANS Project No. 055PY03 Incorporating High Speed Passenger Rail into a Multimodal Network Model for Improved Regional Transportation Planning By Jeffrey C. Peters Graduate Research Assistant, School of Civil Engineering Purdue University [email protected] and En-Pei Han Graduate Research Assistant, School of Aeronautics and Astronautics Purdue University [email protected] and Amit Kumar Graduate Research Assistant, School of Civil Engineering Purdue University [email protected] and Srinivas Peeta Professor of Civil Engineering Purdue University [email protected] and Daniel DeLaurentis Professor of Aeronautical and Astronautical Engineering Purdue University [email protected] DISCLAIMER Funding for this research was provided by the NEXTRANS Center, Purdue University under Grant No. DTRT07-G-005 of the U.S. Department of Transportation, Research and Innovative Technology Administration (RITA), University Transportation Centers Program. The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of the Department of Transportation, University Transportation Centers Program, in the interest of information exchange. The U.S. Government assumes no liability for the contents or use thereof. MN WI MI OH IL IN USDOT Region V Regional University Transportation Center Final Report TECHNICAL SUMMARY NEXTRANS Project No. 055PY03 Final Report, May 14, 2014 Title Incorporating High Speed Passenger Rail into a Multimodal Network Model for Improved Regional Transportation Planning Introduction With increasing demand and rising fuel costs, both travel time and cost of intercity passenger transportation are becoming increasingly significant.
    [Show full text]
  • Convenient and Environmentally-Friendly Train Travel: Travel with 100% Green Power to Events, Trade Fairs and Congresses from All Over Germany
    Terms Event Ticket Seite 1 von 2 Convenient and environmentally-friendly train travel: Travel with 100% green power to Events, Trade fairs and congresses from all over Germany In cooperation with Event Organizer and Deutsche Bahn, you travel safely and conveniently to Events, Trade fairs and congresses. Help protect the environment: Travel with 100% green power to your event with Deutsche Bahn long-distance services.* The energy you require for your journey will originate from 100% renewable sources in Europe. Terms of the Event Ticket Specific-train Event Tickets with a specific train connection are only valid on the days and trains shown. prices: While stocks last. Book your ticket for a specific train connection, subject to availability. Flexible-train Book your ticket for use on any train , flexible and always available. prices: Bookable from: 3 months in advance to the first event day Earliest outward 2 days before the first event day journey: Latest return 2 days after the last event day journey: Advance- From 92 days up to 3 days before day of travel for specific-train tickets. purchase period: Flexible tickets can be purchased until directly before departure. Route: Valid for journeys to the Event location - next DB Station Products: ICE, Intercity (IC), Eurocity (EC). Regional connecting trains may be used before or after the long-distance journey. The use of night trains (EN, CNL) requires a special supplement. Ticket: Valid for outward and return journeys. Class: First class Second class ** The booking line is available from Monday to Saturday 07:00 am to 10:00 pm.
    [Show full text]
  • Trainset Presentation
    4/15/2015 California High-Speed Rail Common Level Boarding and Tier III Trainsets Peninsula Corridor Joint Powers Board Level Boarding Workshop May 2015 1 Advantages of Common Level Boarding • Improved operations at common stations (TTC, Millbrae, Diridon) • Improved passenger circulation • Improved safety • Improved Reliability and Recovery Capabilities • Significantly reduced infrastructure costs • Improved system operations • Accelerated schedule for Level Boarding at all stations 2 1 4/15/2015 Goals for Commuter Trainset RFP • Ensure that Caltrain Vehicle Procurement does not preclude future Common Level Boarding Options • Ensure that capacity of an electrified Caltrain system is maximized • Identify strategies that maintain or enhance Caltrain capacity during transition to high level boarding • Develop transitional strategies for future integrated service 3 Request for Expressions of Interest • In January 2015 a REOI was released to identify and receive feedback from firms interested in competing to design, build, and maintain the high-speed rail trainsets for use on the California High-Speed Rail System. • The Authority’s order will include a base order and options up to 95 trainsets. 4 2 4/15/2015 Technical Requirements - Trainsets • Single level EMU: • Capable of operating in revenue service at speeds up to 354 km/h (220 mph), and • Based on a service-proven trainset in use in commercial high speed passenger service at least 300 km/h (186 mph) for a minimum of five years. 5 Technical Requirements - Trainsets • Width between 3.2 m (10.5 feet) to 3.4 m (11.17 feet) • Maximum Length of 205 m (672.6 feet). • Minimum of 450 passenger seats • Provide level boarding with a platform height above top of rail of 1219 mm – 1295 mm (48 inches – 51 inches) 6 3 4/15/2015 Submittal Information • Nine Expressions of Interest (EOI) have been received thus far.
    [Show full text]